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SOME REMARKS 


ON THE 


INTERNAL, IMPROVEMENT SYSTEM 


Q) i? 


BY JOHN C. TRAUTWINE, 

ENGINEER IN CHIEF OF THE HIWASSEE R» R. 


PHILADELPHIA: 


1839 

? i 









\ 












■7- r £> <£ rj 

“rr 























SOME REMARKS 


ON THE 

/ 

INTERNAL IMPROVEMENT SYSTEM 

OF THE SOUTH. 


For some time after the introduction of rail-roads into our Union, their 
construction was confined almost exclusively to the northern states. To 
Pennsylvania is due the credit of having been foremost in the cause of state 
rail-roads, as she had before been in that of state canals. She has, through 
either her Legislature, or chartered companies, expended the heavy sum of 
thirty millions of dollars, in works more or less intimately connected with 
internal improvements. Large expenditures had also been made in Mary¬ 
land, Delaware, New Jersey, New York, the New England states, and Vir¬ 
ginia, for a considerable time before the importance of the internal im¬ 
provement system appeared to manifest itself to the more southern portion 
of the Union; and with, I believe, the single exception of the South Carolina 
rail-road in 1830, but little or nothing of importance had been done to 
further its advancement, until within the last 3 or 4 ye trs. 

The river Ohio (see accompanying map) in connexion with the improve¬ 
ments of New York and Pennsylvania, has hitherto been the great thorough¬ 
fare along which merchants of the west and interior have sought the mar¬ 
kets of New York, Philadelphia, Baltimore, and other northern Atlantic 
cities; and along which they have in return transported to their several 
states, the goods purchased in those cities. South of the Ohio, they have 
neverhad offered inducements to visit the southern ports. Five or six hundred 
miles of miserable roads, nearly impassible in winter, have effectually shut 
out all intercourse between the merchants of the west and the Atlantic sea¬ 
ports of the south. The only rival of the northern cities in the trade of the 
north western states, and of the interior, has been New Orleans; to which an 
easy access is had down the Mississippi river. But even there the trade has 
been confined principally to groceries, of which the sugar and molasses 
manufactured near New Orleans,constitute the principal items. As respects 
merchandize, the sales there are principally made to retailers, living along 
the banks of the river, who send down produce to New Orleans, and receive 
return loads of groceries and merchandize in exchange. The wholesale 
merchants even along the Mississippi river, and of the states of Mississippi, 
Alabama, Georgia and Tennessee, as well as those of the north western 
states, make their purchases in the northern cities; which in the sale of all 
articles of European manufacture, enjoy almost an exclusive monopoly. 



4 


This is owing in a great measure to the superiority of the navigation be¬ 
tween them and Europe, over that between New Orleans and Europe. Not 
only is the voyage to New Orleans the longer by more than 1000 miles, but 
it is rendered comparatively dangerous by the intricate passages, and ob¬ 
structed navigation of the Bahama banks and capes of Florida.* 

This objection, however, does not apply to the cities of the southern At¬ 
lantic sea board. The navigation from Europe to Charleston and Savan¬ 
nah, is at least as good, if not better, than that to the northern cities. 
Moreover the south would have a very important advantage over the north, 
in the mildness of her climate, which would allow merchants to transport 
their goods at all seasons, without fear of obstruction from ice. Serious 
delays occur annually in the northern canals, from this cause. Let the 
south then open for the merchants of the west and interior, as good avenues 
to her seaports, as the cities of the north have done to theirs,and the monop¬ 
oly of the latter must at once cease, and the south become a heavy importer. 
This she has finally resolved to do. 

Within the last few years, the confidence which had been awakened in 
the south, by the increasing number of our northern projects, gradually be¬ 
came stronger; and as the success of these projects by degrees revealed it¬ 
self in the realization of handsome profits, finally was confirmed. Thus ex¬ 
perimentally convinced of the immense benefits resulting to the Atlantic 
cities of the north, from their numerous channels of intercourse with the 
west, she determined that she also would enjoy them. 

This determination was promptly followed up by suggestions for various 
lines of rail-road, stretching from the principal Atlantic cities of the south, 
to the interior of our Union; where their upper extremities are to be united 
to the lower termini of other lines, now being constructed in the north 
western states of Indiana, Illinois, and Ohio, by which they will be extend¬ 
ed even to the great lakes. 

Through these connected lines of rail-roads, the merchants of the west will 
have as easy access to the seaports of the south, as to those of the north. 
The former will thus be enabled to effect an extensive importing system, and 
the heavy trade now monopolized by the north, will be distributed more 
equally along our entire sea board. 

A strong impulse has been given to the southern improvements by the 
lively interest taken in many of them, by the several states through which 
they pass; the consequence of which judicious policy is, that almost every 
individual state south of the Potomac and west of Pennsylvania, is at this 
moment engaged in forming its respective link in the grandest chain of 
internal improvements ever suggested; and one which will in less than six 
years from this time, effect an almost magical change in the commercial re¬ 
lations of the various sections of our country. 

Fortunately for the south, she has conducted her operations thus far, with 
a spirit of unity and concert, much more marked than that which character¬ 
ised the northern projects. Her several districts, sensible that the prosperity 
of each depended on its means of ready intercourse with all the others, are 

* Might not this difficulty be remedied in some measure, by the construction of a 
ship canal across the Isthmus of east Florida > Its length would probably not exceed 
80 miles, and the country is very favourable for its construction. That common objec¬ 
tion to canals, viz. their liability to obstruction by ice, would not apply here, owing to 
the mildness of the climate; the voyage would be greatly shortened and the most diffi¬ 
cult and dangerous portion of it entirely avoided. This is one of the few instances in 
which we consider a canal infinitely preferable to a rail-road. Writer. 


5 


constructing their respective lines with a view not only to the effecting of 
local considerations, but to the accomplishment of a magnificent project of 
National importance. 

The most striking feature in the commercial aspect of the south, is her 
Cotton growing . The cotton country includes South Carolina, Georgia, 
Alabama, Mississippi, Middle and West Tennessee, and large tracts west of 
the Mississippi river. The great demand for this article over the whole 
globe, renders its cultivation far more profitable to the southern landholders, 
than that of the common agricultural products would be. Consequently the 
cotton country is devoted almost exclusively to its culture; a small propor¬ 
tion of rice constituting nearly the only exception. The cotton is pressed 
and put into bales at the place where it is grown; and thence sent by land 
to the nearest navigable stream, down which it is transported, principally 
in steam boats, to the various southern ports. 

The business of most of the flourishing towns of the south, depends very 
essentially upon the receiving and exporling of cotton; all other things re¬ 
maining as at present, many of them would probably cease to exist, with the 
demand for that article. 

It follows from this general neglect of the farming interest, that the 
southern population must depend upon other sections for supplying them 
with provisions. These they receive from the interior and north western 
states; but especially from Kentucky and East Tennessee, both of which dis¬ 
tricts, in point not only of agricultural, but of mineral and manufacturing 
resources and facilities, are excelled by no other portions of the Union. 

From them, immense droves of live stock, and heavy amounts of provi¬ 
sions are annually sent to the cotton country, where the great distance and 
the wretched condition of the roads cause them to sell very high. On this 
account provisions command greater prices in the southern sea ports than 
in any other part of the United States; and as the badness of the roads and 
the great length of hauling necessary, will not admit of an exchange for mer¬ 
chandize, the sales are almost always for cash; of which large sums are thus 
annually transferred from the south to the interior and north western states. 
When the southern rail-roads shall be completed, this draining of cash from 
the cotton country, will in a great measure be counteracted by the sales of 
merchandize to the western merchants. 

As before remarked, t'ne universal demand for the staple product of the 
south, enables the southern seaports to do an immense exporting business. 
The raw cotton is from them shipped principally to Liverpool; and in Eng¬ 
land, that great manufacturing district for the whole globe, it is made up 
into goods, and in that state sent to every quarter of the earth. 

A great quantity returns to this country; but not as one might at first 
suppose, to the southern sea ports, from which the raw material was export¬ 
ed; it returns to the sea ports of the north; because there the merchants of 
our immense interior congregate to make their purchases; and thus ensure 
a constant market. 

But why , it will be asked, do the merchants of the interior prefer the sea 
ports of the north, to those of the south ? The answer is simply this, because 
the roads are better. The cities of the north have by a judicious system 
of internal improvements, opened for the western merchant, easy routes 
to reach their markets; and safe and speedy ones for carrying his purchases 
home. While Baltimore, Philadelphia, and New York have been contend¬ 
ing with each other, for the supremacy, by each trying to excel the other 
in her channels of intercourse with the west, the south has stood idly by 


6 


and done nothing. She has been content to permit not only the merchants 
of the interior, but even her own , those residing in her own sea ports , to 
purchase their goods in the northern cities. 

She forgot that the opening of every fresh avenue to the north , was the 
obstructing of one to her ; and heartily joined in congratulations at the in¬ 
creasing prosperity of her sister, unmindful that it was secured at her own 
expense. “Better late than never,’* is a good old saying; and upon its in¬ 
culcations has the south at last begun to act. She has commenced, and is 
now energetically pushing forward, a system of rail-road improvements, 
which will soon present to the merchant of the interior, inducements to 
visit her sea ports, as well as those of the north; and by purchasing his 
goods there, enable her to open a direct importing, as well as exporting trade, 
with the other continent. 

But even with the manifold benefits which must result to Charleston and 
Savannah, from the completion of their rail-roads to the interior, we can 
not, with many of our southern friends, look for those cities ever to attain 
the size and commercial importance of New York or Philadelphia. From 
the very nature of the staple (cotton), which requires comparatively few 
landholders, it appears to us impossible that the population of the south can 
ever become so dense as that of the north; and the magnitude of a market, 
must depend upon the number of purchasers. A large cotton grower can 
easily cultivate 1500 acres; while our wealthy northern farmers, rarely hold 
more than 500; and perhaps the majority do not exceed 250. Besides this, 
the inexhaustible mineral resources, the manufacturing and agricultural ad¬ 
vantages, the more equal distribution of wealth, and I may add, the more 
stirring and industrious business habits incident upon the colder climate of 
the north, all combine to render her cities more affluent than those of the 
south. 

Still shall the south have attained that great desideratum, a termination 
of her mercantile dependence on the north. Her rail-roads will enable the 
merchant of the interior to purchase his goods alike in New York, Phila¬ 
delphia, Charleston or Savannah, as either may, from fluctuating causes, of¬ 
fer the best market. Instead of the heavy cash purchases of stock and pro¬ 
visions now necessary, an exchange of these articles for merchandize will be 
effected, and Savannah and Charleston will in a few years have attained 
an importance, with which their present condition will admit of no compar¬ 
ison. 

But shall we permit the foreboding politician to predict from this termi¬ 
nation of commercial dependence, a cessation of national dependence, of 
national feeling ? Far from it. Community of intercourse will annihilate 
our local prejudices, will bury in oblivion the differences of by-gone times, 
and draw the bonds of union more close than ever. 

We will now pass on to the consideration of the several lines of rail-road 
by which the south hopes to accomplish the grand object in which she has 
embarked. 

A reference to the map will show that Illinois, Indiana, and Ohio are 
constructing several rail-roads from their respective interiors, to the Ohio 
river; it will show, moreover, that they are constructing some of them in such 
directions, that, by uniting, they will form a continuous and very direct line 
of rail-road from the “ Far JVest ,” passing through Cincinnati to the 
Northern Sea Ports; —and thirdly , it will show that from Cincinnati 
to Philadelphia by this line of rail-road , is a shorter distance than from 


7 


Cincinnati to Charleston , by way of the Charleston and Cincinnati mil - 
road . 

We wish these facts to be distinctly borne in mind by the reader, as we 
shall soon have occasion to bring them forward in support of some opinions 
of ours, which are opposed to those of many persons in the south, and there¬ 
fore require strong arguments to sustain them. 

First in importance, magnitude, and splendour of conception, of the seve¬ 
ral projects for benefiting the south by the effecting of an importing system, 
is the great Charleston and Cincinnati rail-road. Commencing (see map) 
at Charleston, this road occupies the line of the old South Carolina rail-road, 
as far as Branchville, 62 miles, thence it continues to Columbia, a further 
distance of 66 miles; thence to the North Carolina line, by a route not yet 
finally determined on, about 150 miles more; thence to Ashville, N. C., 41 
miles; thence to the Warm Springs, 36 miles; thence along the valley of 
the French Broad River to Knoxville, 100 miles; (or 455 miles from Charles¬ 
ton to Knoxville); from Knoxville it passes on through Lexington to Cincin¬ 
nati by a route not yet finally adopted, about 265 miles; in all about 720 
miles. 

The company for constructing this road, is chartered by the four states 
through which it passes; viz. South and North Carolina, Tennessee, and 
Kentucky. Three of them, viz. North and South Carolina and Tennessee, 
have also granted banking privileges; Kentucky has not yet,but probably will 
do so this winter. South Carolina and Tennessee have also rendered pecu¬ 
niary assistance to the road; North Carolina and Kentucky have not. 

Independently of the tendency of this project, considered merely as a 
rail-road , great and beneficial results are to be hoped for, from its banking 
powers . The late derangement of the money market, has plainly pointed 
out the necessity for a circulating medium, based on other than restricted 
local credit; and such a medium the Charleston and Cincinnati Company 
will certainly effect, in case the rail-road be completed. 

But if this be not done, we cannot see how the interest of the states 
through which it is to pass, can be enlisted in its cause; the circumstance 
alone of its being chartered by four states, cannot, it appears to us, prevent 
it from dwindling down into a mere South Carolina bank, with an influence 
and credit far less extensive than those of the present United States Bank, 
of Pennsylvania. To prevent this it will be necessary for Tennessee and 
Kentucky to lend themselves freely to the work. What has already been 
done is too trifling, in comparison with the magnitude of the project, to de¬ 
serve a moment’s consideration; it is for all practical purposes only nominal. 
We hope soon to see those two states awakened to a due appreciation of the 
utility of the undertaking, and embark largely in it. 

It will be seen on the map, that from the city of Knoxville in Tennessee , 
there are laid down two continuous lines of rail-road to Charleston , S. 67., 
one of these may be called the northern or upper route , and the other the 
southern or lower route. The upper one is that selected by the Charleston 
and Cincinnati Rail-road and Banking Company; its length (as just now 
shown) from Knoxville to Charleston is 455 miles. The lower route consists 
of a chain of several distinct rail-roads, commencing with the Hiwassee Rail¬ 
road, 98|: miles in length, which extends from Knoxville to the dividing 
line of Tennessee and Georgia; where it unites with the Western and Atlan¬ 
tic Rail-road , which continues 118 miles, to near Decatur in Georgia; thence 
the line runs to near Crawfordville 58 miles; thence by the Georgia Rail¬ 
road to Augusta, 65 miles, thence by way of the South Carolina Rail-road 


8 


to Charleston, 136 miles, in all 475£ miles. From Crawfordville to Charles¬ 
ton 201 miles is already completed and in full operation; and between 
Crawfordville and Knoxville the line is now being graded with great energy. 
These two lines (the upper and lower) differ very materially in their char¬ 
acters, the upper route being the shorter by 20s miles; but the lower possess¬ 
ing so great a superiority in point of levels and curves, as will, by admit¬ 
ting of greater speed, enable the trip to be made on it in less time than it 
can on the upper route. 

The lower route affords the entirely unprecedented fact of a continu¬ 
ous chain of rail-road, nearly 500 miles in length, carried principally 
through a mountainous country, yet nowhere presenting a grade exceeding 
36 feet to a mile; and at the same time unincumbered by tunnels or inclined 
planes.* Its shortest radius of curvature is 1000 feet; and even it, it we 
mistake not, occurs only on the Western and Atlantic Rail-road; on the 
Hiwassee Rail-road the minimum radius is 1400 feet, and occurs but twice; 
both being at the crossing of heavy ridges, and at the same time stopping 
places; on the other sections of the lower route, there is no radius under 
1900 feet. 

Even the minimum radius of 1000 feet, will with proper attention to de¬ 
tails, admit of a speed of 20 miles per hour, with perfect safety; and this 
may, without fear of error, be assumed as the least average speed of the 
passenger trains, on the lower route; one of from 25 to 30 miles an hour, 
could readily be attained if necessary. 

Each section of the lower route also presents nearly the same maximum 
grade, varying in none more than 3 or 4 feet; the maximum rise, as before 
remarked, being but 36 feet in a mile. This uniformity will admit of ex¬ 
treme regularity in the business operations of the several sections. 

The wonderfully favourable character of the lower route is incident on the 
fact, that it occupies a series of vallies,running parallel to the immense moun¬ 
tain barriers, which nature has stretched as if in defiance of the efforts of 
art, almost uninterruptedly, from New York to the northern parts of Geor¬ 
gia. At the latter point we are enabled to curve round their lower extremi¬ 
ties, and thus reach the sea board without crossing them. 

On the other hand, the upper route is necessarily carried across these bar¬ 
riers, and must therefore encounter the heavy grades incident upon ap¬ 
proaching them, and either the deep cutting, inclined planes, or tunnels, re¬ 
quired for overcoming their summits. 

Again, certain portions of the upper route, such as the deep valley of the 
French Broad River, and various mountain passes of the Blue ridge; are an¬ 
nually obstructed for several weeks by snow, ice and trost. This will 
create serious, if not insurmountable , obstacles to regularity in the winter 
business; especially as the thinly scattered population of those parts, will not 
admitof the collecting of large forces of men to clear the road, as is frequent¬ 
ly found necessary in the north. 

On the lower route,ice and snow rarely occurat all; and never in sufficient 
quantity to cause a moment’s interruption to rail-road traveling. 

Again, the cost of the lower route will be so small in comparison with that 

* There is, it is true, one inclined plane on the South Carolina Rail-road, a few 
miles from Augusta; it was incurred when that road was first constructed, to gratify 
the inhabitants of the little town of Aiken. The extension of the road, as now taking 
place, was not, at that time, thought of; and as the business incident on the extention 
gradually increases, the plane will no doubt be dispensed with. Fortunately this can 
be very readily done. 



Biltsburg 


Philadelphia 


j Wheeling 


‘ Cincinnati 


Washington 


XPCarnu, 


Frankfort 


Fredericksburg 


houm-n 


dexinqton 


Shcameetown 


Richmond 


Lynchburg 


Norfolk■ ° 


Abingdon 


Wo lottijfli 


Blakely 


Knoxville 


Wmphis/^UULBNo .V. r^. ... 


FavettevMe 


scrn'a, 


WUmmaton 


l Oiais 

vs. 


’ ‘ohanbia 


Frmfordv&e' 


WUdhanls 


KstRoint 


Charleston 


’albotton 


Kolumhus 


Mitchell 


’Tfontgcrmiy 


,— illustrative of the 'n. 

( ' 0 

IWTJBMWAL 121 PM <9 I 'fiMENT SYSTEM 

(of the) - . ^ 

C S OU T_H J 

Prepared by 

john.c.trautwine 

Civil Eu gineei’. 


Notches 


Brunswick 


\lobile 


Remarks. 

_ This colour represents rail roads already chartered. 

____ This colour represents those ttot vet. chartered. 

Those towns and rivers which are not essential to the pai tt< a ar 
object of the Jfap. are omitted. 


























































9 


of the upper, that it will be absolutely impossible for the latter to maintain 
a competition with it. Thus we see that in point ot all the desiderata of 
rail-road traveling, in speed, safety, certainty, and cheapness, the lower 
route is, by far, preferable to that selected by the Charleston and Cincinnati 
Rail-road Company. 

I have been thus particular in comparing the upper and lower routes from 
Knoxville to Charleston, that I might with the more apparent reason, urge 
upon the advocates of the Charleston and Cincinnati Rail-road, the imme¬ 
diate constructioh of that portion of their road which lies between Knoxville 
and Cincinnati. The present intention of the company appears to be to 
construct the road gradually from Charleston upwards towards Knoxville, 
and thus on to Cincinnati; leaving, of course, the part between Knoxville and 
Cincinnati, some years behind the portion through South Carolina. Now 
it is very evident that a rail-road from Charleston, through the centre of 
South Carolina, even if it stop at the northern line of the state, will be of 
immense benefit to South Carolina, and particularly to Charleston; it will 
furnish an excellent communication between the interior of the state and 
her sea board; and this is very important to her ; but is it important to the 
stockholders? Is it calculated to excite in Tennessee, Kentucky and the 
whole Union, the confidence which a rail-road from Charleston to Cincin¬ 
nati was designed to effect ? Why should a merchant, residing at a dis¬ 
tance from the line, prefer a note of the South Carolina Rail-road bank, to 
that of any other rail-road; and into a mere South Carolina Bank must the 
whole scheme degenerate (at least for several years,) if the present intention 
be persisted in. And pray of what benefit is a line from Charleston to 
Knoxville to be at any rate, toward effecting an importing system, even 
supposing both the upper and lower routes to be completed thus far ? Let 
us imagine for a moment that such were the case, and that the interval be¬ 
tween Knoxville and Cincinnati remain as at present, traversed only by 
miserable common roads; can any man suppose that either route, or even 
their combined attractions, would operate to the value of one farthing, in di¬ 
verting the trade of the “Great West” from along the Ohio river to the 
northern sea ports, and turning it towards Charleston? Can he suppose 
that one merchant more would come from Illinois, Indiana,or Ohio, in conse¬ 
quence of it ? Assuredly not. What is to induce the western merchant 
to exchange the splendid and cheap accommodations, the speed and com¬ 
fort of his steamboat as he passes up the Ohio, for a rough, unsafe and ex¬ 
pensive stage ride of some 200 or 300 miles by day and night, at miles 
per hour to Knoxville ? Is it the love of adventure, in risking his life over 
the perilous mountain passes of Kentucky and Tennessee ? I trust not, yet 
can I conjure up no better reason. 

I hesitate not to predict that if the Charleston and Cincinnati Railroad 
Co.delay the construction of their road from Knoxville to Cincinnati, until 
after the completion of the remainder, the trade of the Great West will have 
become so fixed in its channel of the Ohio, and the line of rail-roads before 
alluded to, parallel to that river, that the South will endeavour in vain to 
change it. Let her even do her best , the lines through Indiana, Illinois, 
Ohio, Pennsylvania and New York, will be completed before she can make 
the roaa from Knoxville to Cincinnati. What madness is it then to delay. 
While we are hesitating and discussing whether the upper or lower route 
from Knoxville to Charleston, be the better, we seem to forget that we have 
provided no means for bringing passengers and merchandize to Knoxville; 


10 


and while, like the wolf and the bear, we are disputing for the prey which 
ties before us, a third party steps in and carries it away from both. 

The course pursued in this matter by South Carolina, upon whose move¬ 
ments the whole machinery of the scheme depends, is by some ascribed (it ap¬ 
pears to us uncharitably) to an existing jealousy between her and Georgia; by 
which South Carolina is supposed to be actuated to such an extent, as to 
decline all interference in any project in which Georgia should take part; 
and consequently prefer making an expensive road through her own terri¬ 
tory, to availing herself of one of far superior character, through her rival 
State. Thus we see the upper end of the Charleston and Hamburg rail¬ 
road, and the lower end of the Athens and Augusta rail-road, like the two 
ends of a horse-shoe magnet, (see map) exercising a repulsive influence on 
each other, which bids fair to neutralize the otherwise general and beneficial 
action of this noble scheme. 

To us it appears that the policy for South Carolina would be to enter 
into an amicable arrangement with the various companies constituting the 
lower route from Knoxville to Charleston, (of which route she already pos¬ 
sesses 136 miles, in the Charleston and Hamburg rail-road;) and then con¬ 
struct the line from Knoxville to Cincinnati. By concentrating all her 
energies upon this interval, she would beyond all doubt, enlist both Ten¬ 
nessee and Kentucky deeply in the enterprise; for to both of those States, 
it is one of great importance; but so long as the present policy of working 
from Charleston upwards through South Carolina, is adhered to, the benefits 
of the undertaking are far too prospective, to induce any active interference 
in its behalf, on their part. 

To adopt the course we propose, would probably lose to the company the 
charter of North Carolina; as the line would, in that case, not enter her 
territory. But of what importance is that consideration? Of what benefit 
is the Charleston and Cincinnati rail-road to be to North Carolina, in any 
event ? It passes only through one of her counties, and that her extreme 
western one, and of a most sterile and mountainous character. Surely that 
is not sufficient to induce a hope that North Carolina will render any im¬ 
portant aid to the project; whereas ^in the other case, as before said, both 
Tennessee and Kentucky would assuredly assist it to a very efficient degree; 
for both these States would need it for the exportation of their live-stock 
and provisions to the cotton country;~and that alone, independently of any 
considerations of a southern importing system, should be a sufficient guaran¬ 
tee of profit, to warrant the immediate construction of the road through 
those two States. 

We cannot anticipate much difficulty in procuring from the Legislatures 
of Tennessee and Kentucky, permission so to alter the charter, as to admit 
of the changes we propose. Legislative bodies, like private individuals, are 
influenced by interest; convince them that their present course is detrimen¬ 
tal to their interest, and they w ill assuredly change it. 

Perhaps the greatest real difficulty in way of the change lies in the com¬ 
pany itself, not being willing to have its concerns divided into two branches, 
as would be the case if our ideas of uniting the Charleston and Cincinnati 
rail-road with the lower route , should be carried into effect. The Charles¬ 
ton and Cincinnati rail-road Company would then own only the road already 
constructed from Charleston to Augusta, and that, yet to be commenced, 
from Knoxville to Cincinnati; the interval between Augusta and Knoxville* 
being in possession, as already stated, of several distinct companies. 

Could the Charleston and Cincinnati company purchase this interval from 


I 


11 

the various companies now holding it, the difficulty would be at once re¬ 
moved; but we consider such an arrangement so utterly impracticable, that 
it is useless even to suggest it. 

Great as the objection certainly is, to the division of the concerns of the 
Company, still it is obviously not an insuperable one. The case seems to 
us, nearly parallel to that of a merchant possessing flourishing business 
houses in two different cities. 

Be that as it may, however, we cannot view the construction of the upper 
route from Knoxville to Charleston in any other light than that of a useless 
expenditure of money, unless it be looked upon as politic to purchase the 
good will of the districts through which it passes, by circulating among them 
at the expense of the company, the sums requisite for its construction. 
Even it finished, it can never sustain a competition against the superior 
merits of the lower route. 

We are somewhat surprised at the course pursued by Kentucky in rela¬ 
tion to the Charleston and Cincinnati rail-road. She has lent no pecuniary 
aid to its construction, although she must necessarily derive great advan¬ 
tages from it. Her merchants will be provided with new markets for mak¬ 
ing their purchases; and the facilities for conducting her heavy exports will 
be greatly increased. The road will certainly not be made through Kentuc¬ 
ky unassisted by her pecuniary means; it is therefore to be hoped, not only 
on her account, but in a national point of view, that her opinions on the sub¬ 
ject may assume a more favourable direction. We cannot but suppose that 
the adoption of the lower route, would lead to such a change, and enlist 
Kentucky strongly in the cause. 

We have hitherto spoken principally of Charleston , as striving to carry 
out measures for diverting part of the trade of the west, from the northern 
to the southern sea ports, by means of her rail-roads; we must now speak of 
her enterprising and spirited rival, Savannah. In point of magnitude 
Charleston is greatly superior to Savannah, containing a population of 
>43,000; while that of Savannah is but 10,000. The principal distinctive 
feature however between the two cities, as regards their importing facilities, 
consists in the superior harbour of Charleston; which is, we believe, con¬ 
fessedly the best along the Southern Atlantic sea-board. 

There will however be no means left unresorted to, for rendering that of 
Savannah, in every respect perfectly eligible, and this its natural position 
admits of the more readily, since constructions in that branch of engineer¬ 
ing are no longer involved in the uncertainty, by which, until the discoveries 
of late years, they were characterized. 

It will be perceived by the map, that Savannah is determined to be by 
no means behind Charleston, in her facilities of intercourse with the interior 
and north western States; indeed if Charleston persevere in her scheme of 
the upper route from Knoxville, and insist upon conducting her transporta¬ 
tion along it, Savannah will have the advantage of a far superior road; 
which, in our opinion, will much more than counterbalance any disparity 
which may exist between their respective harbours. 

On the map is marked a rail-road from Savannah to the city of Macon, 
near the centre of Georgia. This is the great central rail-road of Georgia ; its 
length is about 200 miles. It is exclusively a company work. About 80 miles 
of it are already finished and in use; and the remainder is being rapidly 
progressed with. Like the lower route from Knoxville to Charleston, it is 
characterised by its unusually favourable features; and indeed the same 
remark may be applied to ail the rail-roads in Georgia. 


12 


From the city of Macon the rail-road is continued to the town of Forsyth, 
by the Monroe rail-road, twenty-four miles in length 5 which will soon be (if 
it is not already) in operation. 

From the city of Macon, is also to be constructed another rail-road to 
the town of Talbotton ; at which point it will branch off into two lines: one 
to West Point, to meet the Montgomery and West Point rail-road; and 
the other to Columbus. Another branch from the Central rail-road is also 
being surveyed, through the town of Waynesborough to Augusta, by which 
a union will be effected with the lower route from Knoxville. It will be 
forty-eight miles in length. Thus it will be seen that Savannah possesses 
quite as favourable avenues to the interior, as Charleston does; and if a 
bridge be not built across the Savannah river at Augusta, by which the 
South Carolina rail-road may unite with the lower route Irom Knoxville, 
Savannah must receive the preference from western merchants. We are 
fully convinced that the want of a bridge at Augusta, and the selection of 
the upper route, by the Charleston and Cincinnati rail-road company, will 
do more to decide the question of superiority between those two rival cities, 
than any other consideration possibly can. 

About 70 miles south of Savannah is the sea-port of Brunswick; at pre¬ 
sent a place of comparatively little importance; but destined, on account of 
its remarkably fine harbour, and its contemplated rail-road connexion with 
Savannah, to become in a short time one of the most important of the south¬ 
ern ports. 

Besides these Atlantic ports, others on the gulf of Mexico, such as Appa¬ 
lachicola, Pensacola and Mobile will become termini of rail-roads from the 
interior; and will all be more or less similarly affected with Charleston, 
Savannah and Brunswick; with, however, this great difference, that the 
dangerous navigation of the Bahama banks at the mouth of the gulf of Mexi¬ 
co, which must be encountered in a voyage to, or from, Europe, will always 
keep them secondary to the Atlantic ports. As before remarked, we think 
this might be obviated by a ship canal across East Florida; or, more imper-* 
fectly, by a rail-road. 

Appalachicola is at the mouth of the Appalachicola river, formed’by the 
confluence of the Flint and Chattahoochie. The latter is navigable for 
steam-boats for 200 miles as far as Columbus; from which point, as indicat¬ 
ed by the map, are lines of rail-roads to Cincinnati by way of Knoxville; 
and also to Savannah and Charleston. At this time, Appalachicola is but 
a small town; fit receives considerable amount of cotton from the upper 
parts of Georgia, by way of the river, but its importance will be increased 
greatly by its rail-road connexions. 

Similarly conditioned with Appalachicola, are Pensacola and Mobile. 
We have not in our possession, any very definite information respecting the 
rail-road from Pensacola to Montgomery; we believe however that some pro¬ 
gress has been made in its construction. From Montgomery, or rather 
from Fort Mitchell, (a point some distance above Montgomery) to West 
Point, is a rail-road in a state of rapid progress. The reason for delaying 
the construction between Fort Mitchell and Montgomery is, that the rivet- 
navigation between those places, although very circuitous, is sufficiently 
good for present purposes. The prolongation to Montgomery, will be 
made, as soon as the progress of the Pensacola rail-road, renders it advis¬ 
able. 

Through West Point passes also the Columbus and Chattahoochie rail¬ 
road, leading from Columbus, to the western and Atlantic rail-road, near 


13 


Decatur. This latter road will, like the Montgomery and West Point rail¬ 
road, be rapidly pushed forward to completion. 

The intercourse of Mobile with the interior, will be both through the same 
channel as that to Pensacola, and also through the Selma and Tennessee 
rail-road , now under construction from the town of Selma to the Tennessee 
river, above Huntsville. This road is 170 miles in length. A branch is 
contemplated from near its upper terminus, along the valley of the Coosa 
river, to join the western and Atlantic rail-road, near New Echota. This 
branch will open to Alabama a communication to East Tennessee, by way 
of the Hiwassee rail-road, to Knoxville; and thence by way of the Charleston 
and Cincinnati rail-road to the Ohio; it is very important to all Alabama. 
We have heard of no contemplated branch from the Selma and Tennessee 
rail-road to Tuscaloosa; but such a one will assuredly soon urge itself upon 
the public notice, in that section. The harbour of Mobile bay at the town 
being too shallow for large ships, and gradually becoming worse, it has 
been found necessary to construct a rail-road 28 miles in length to Cedar 
Point on the gulf, where the largest vessels lie in safety. 

From the town of Wetumpka, above Montgomery, a rail-road is in pro¬ 
gress, along the Valley of the Coosa to Fort Williams; by which the ob¬ 
structions in the river between those points, will be avoided. It is called 
the Coosa and Wetumpka rail-road; and will be extended to unite with the 
Selma and Tennessee rail-road, and with the lower route from Knoxville 
to Savannah and Charleston. 

All these roads are constructed with the triple intention of expediting 
the carrying of cotton from the interior, to the several ports at which they 
terminate; of procuring provisions more readily from the agricultural dis¬ 
tricts of Tennessee and Kentucky, &,c. and of effecting an importing sys¬ 
tem in the South. The rivers of the South, answer the purposes of inter¬ 
communication in but a very imperfect manner. In the summer they 
generally become unnavigable, for want of water. It is well known that 
the Ohio trade is interrupted more or less every summer, from this cause; 
but in the streams still further South, the deficiency is felt to a much more 
serious extent. Thus the Tennessee river, even in the most favourable sea¬ 
sons is rarely navigable for steam-boats, even of moderate draft, for more 
than two or three months in the year, as far up as Knoxville; and we have 
known intervals of very nearly a year to elapse, without a sufficient rise of 
water, for a single arrival. Pretty much the same, only not to so great a 
degree, may be stated of the river Cumberland, and the city of Nashville. 
The delays thus occasioned are extremely vexatious, and frequently pro¬ 
ductive of great inconvenience to the merchant. 

We will remark while speaking of Nashville, that we expect soon to see 
her interesting herself in the construction of a rail-road, to meet the Wes¬ 
tern and Atlantic rail-road near Ross’ landing on the Tennessee river. The 
Western and Atlantic rail-road, it will be seen by the map, branches into 
two lines, near its northern terminus; one going directly north, to meet the 
Hiwassee rail-road; and the other passing in a north-west direction, to the 
Tennessee river, near Ross’ landing. A communication between the latter 
branch and Nashville, would relieve that city from the embarrassments of 
the obstructed navigation of the Cumberland. Such a road, in connexion 
with the Hiwassee rail-road, would constitute the best route between Nash¬ 
ville and Knoxville; it would be but a very few miles longer than the pre¬ 
sent stage road between those places. Its length would be about 100 miles. 


14 


Again, in order fully to perfect the importing system of the South, a 
ready communication is obviously necessary between her sea-board and the 
region west of the Mississippi river; as well as with the north-western States. 
Such a communication is in progress. It is marked on the map, extending 
from the upper terminus of the Selma and Tennessee rail-road, to Memphis 
on the Mississippi. Of this very important line, the portion between De¬ 
catur and Tuscumbia (43 miles) has long been in operation; and that from 
Lagrange to Memphis, constituting the Memphis rail-road, 50 miles in length, 
is in progress. The intervening spaces have not yet been commenced; but 
undoubtedly soon will be. It will be one of the most useful and lucra¬ 
tive lines in the Union. We look for much more of the Illinois trade with 
the Southern Atlantic ports to take this channel. 

Before closing this paper, we cannot refrain from making a few remarks 
respecting Virginia and East Tennessee. 

It is a common observation, that Virginia is behindhand in her internal 
improvements, and that she is not equalling her sister States in energy, and 
foresight. For ourselves we cannot subscribe to that opinion; the remark 
appears to us an unjust one. Virginia has already done much, and is still 
steadily progressing in a very extensive and costly system of improvements. 
To enumerate them would be foreign from our present purpose; we will 
only urge upon her the necessity of one more. We allude to a rail-road 
from either Winchester, or Richmond, passing through the State in a south 
western direction, through Wythe Court-house and Abington, to meet an 
extension of the Hiwassee rail-road, at the Tennessee line near Blountville. 
This will form part of the shortest and most eligible routeJrom Maine to 
New Orleans , that can be obtained in the Union. 

Surveys have been made for the line from Richmond, and were favourably 
reported on; but unfortunately the requisite appropriations were not made 
for prosecuting the work. There can, however, be little doubt that the 
efforts which will be renewed at this session of the Legislature, will be 
successful. We consider the question one of immense interest to Virginia. 
Her fertile and far famed valley has long been retrograding, for want of an 
outlet to markets, which would permit it to enter into competition with 
more successful candidates. 

This portion of Virginia has depended very much for sales of produce, 
upon travellers, and upon the wagoners who haul into the interior the mer¬ 
chandize purchased in the northern cities. The traveling has gradually 
been diverted into other, and better, channels; and even the hauling of mer¬ 
chandize, is at the moment we are writing, about to give way to more 
expeditious and economical channels opened by the rail-roads, constituting 
part of the lower route from Knoxville to Charleston; and which is now 
finished from Charleston northwards, upwards of 200 miles. Bv this route 
goods may be shipped from the northern cities to Charleston, "and thence 
forwarded by rail-roads and wagons to East Tennessee, at a less expense 
than they can be hauled for across the valley of Virginia. No further rea¬ 
soning is necessary, (though much more could be adduced) to convince 
Virginia of the necessity of prompt measures in relation to this road. Ten¬ 
nessee will readily co-operate with her, by filling up the interval between 
Knoxville and Blountville; and thus open an uninterrupted line of rail-road 
from Maine to New Orleans. 

In East Tennessee, the reader will perceive that the Hiwassee rail-road 
occupies a position peculiar to itself, and one of the utmost importance to 
all interested in it; viz. it is at the same time a portion of the great line 

MB 1 o .3. 


15 


from the N. E. to the S. W.; and of that from the S. E. to the N. W.; 
in other words, it is the great cross road of the union. 

The numerous mountain ranges which occupy the region extending for 
200 miles on each side of it, forbid the construction of a rival road; and 
ensure to the Hiwassee rail-road two sources of income, either of which 
would alone be sufficient to warrant its construction. 

This is the case, we believe, with no other rail-road in the country; and 
it offers to the stockholders, the best inducements to believe in the full 
success of their project. 

We must now call the attention of capitalists and farmers, to the eastern 
section of Tennessee. We are certain we are within bounds, when we 
sav that no portion of our Union presents more flattering prospects of a 
profitable investment in every department of manufactures and agriculture, 
than East Tennessee. 

She is the nearest competitor to the cotton growing country, in the sale of 
provisions and stock; her fertile vallies ensure abundant returns to the hus¬ 
bandman; her delightful climate is the most healthy in the Union; avoiding 
alike the extreme warmth of the South, and the extreme cold of the north. 
Her mineral resources of iron, lead, lime, gypsum, salt, coal, marble, &c. 
are inexhaustible. Her water power is unlimited and scattered over every 
part, to a most unusual degree; and finally a dense population is ready to 
insure success to the establishment of every kind of manufactory, and 
full employment to the mechanic in every department. 

East Tennessee has hitherto held a peculiar position; hemmed in on all 
sides by mountains which almost preclude access, her merits have been 
overlooked. In other parts of the Union she is almost unknown; we may 
freely venture to say that no portion of the Union is so little known to all the 
others, as East Tennessee ; yet she occupies the very centre of them all. 
The same cause which has operated so powerfully to retard the growth of 
Charleston and Savannah, has exerted the same influence on East Tennes¬ 
see, viz. the want of good roads. 

These she is now engaged in making; and in a very few years she will 
burst upon the notice of her sisters, with almost as strong claims to novelty 
as a newly discovered country. John C. Trautwine. 

Knoxville, Nov. 1838. 

Note —The above is to be regarded as but a very cursory and imperfect sketch of the 
Southern Improvement System. Our object being merely to lay before the reader, 
some of its most important bearings.— The Writer. 







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